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CN113200085B - Steering system - Google Patents

Steering system Download PDF

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Publication number
CN113200085B
CN113200085B CN202110037889.0A CN202110037889A CN113200085B CN 113200085 B CN113200085 B CN 113200085B CN 202110037889 A CN202110037889 A CN 202110037889A CN 113200085 B CN113200085 B CN 113200085B
Authority
CN
China
Prior art keywords
operating member
control unit
actuator
steering
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202110037889.0A
Other languages
Chinese (zh)
Other versions
CN113200085A (en
Inventor
渡边健
野沢康行
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JTEKT Corp
Original Assignee
JTEKT Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JTEKT Corp filed Critical JTEKT Corp
Publication of CN113200085A publication Critical patent/CN113200085A/en
Application granted granted Critical
Publication of CN113200085B publication Critical patent/CN113200085B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/181—Steering columns yieldable or adjustable, e.g. tiltable with power actuated adjustment, e.g. with position memory
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/183—Steering columns yieldable or adjustable, e.g. tiltable adjustable between in-use and out-of-use positions, e.g. to improve access
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/007—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits adjustable by the driver, e.g. sport mode

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Steering Controls (AREA)
  • Power Steering Mechanism (AREA)

Abstract

本发明涉及一种转向系统，包括：旋转轴(112)，操作构件(110)联接至该旋转轴(112)；第一致动器(151)；第二致动器(250)；控制单元(190)；以及移动单元(170)，移动单元构造为使操作构件(110)在通常位置与储存区域(410)之间移动。控制单元(190)配置为在手动驾驶模式与自动驾驶模式之间切换。控制单元(190)配置为：在操作构件(110)从储存区域(410)向通常位置移动时，在操作构件(110)到达通常位置之前，当操作构件(110)满足预定条件时，控制单元(190)开始同步控制。同步控制是其中控制单元(190)控制第一致动器(151)将旋转轴(112)的旋转角改变为与由第二致动器(250)驱动的转向轮(210)的转向角对应的角度的控制。

The present invention relates to a steering system, comprising: a rotating shaft (112), to which an operating member (110) is coupled; a first actuator (151); a second actuator (250); a control unit (190); and a moving unit (170), the moving unit being configured to move the operating member (110) between a normal position and a storage area (410). The control unit (190) is configured to switch between a manual driving mode and an automatic driving mode. The control unit (190) is configured to start synchronous control when the operating member (110) satisfies a predetermined condition when the operating member (110) moves from the storage area (410) to the normal position before the operating member (110) reaches the normal position. The synchronous control is a control in which the control unit (190) controls the first actuator (151) to change the rotation angle of the rotating shaft (112) to an angle corresponding to the steering angle of a steering wheel (210) driven by the second actuator (250).

Description

Steering system
Technical Field
The present invention relates to a steering system capable of increasing a space in front of a driver by moving an operating member such as a steering wheel.
Background
At an autopilot level 3 or higher, where the system is responsible for autopilot of the vehicle, the driver does not need to be responsible for operation of the vehicle and therefore does not need to hold the steering wheel. Thus, if the steering wheel is moved to create a larger space in front of the driver during automatic driving, the comfort of the driver can be improved. For example, japanese unexamined patent application publication JP2019-77354A discloses a vehicle operating system that is movable as a steering operator of a steering wheel. The vehicle operating system includes: a driving operator that receives an operation by an occupant; and a control unit that controls the holding mechanism for the driving manipulator so as to house the driving manipulator by changing a state of the holding mechanism for the driving manipulator based on a state of automatic driving performed in the vehicle.
Disclosure of Invention
For example, in a steering system that moves a steering wheel (operating member), such as a vehicle operating system in the related art, the operating member moves between a position (normal position) where the operating member is operated by a driver and a storage area located in front of the normal position. That is, when the driver does not need to operate the operation member, for example, when the vehicle is running in the automatic driving mode, the operation member is stored ("retracted") in the storage area. For example, in order to suppress interference between the operation member and the driver, a storage area is provided in the interior of a vehicle member such as an instrument panel in front of the driver seat. In this case, the rotational position of the operating member stored in the storage area is fixed so that the operating member and the member that moves and rotates together with the operating member do not rotate in the storage area. This is to suppress interference between, for example, a wall of the storage area and a storage object including the operation member.
As described above, when the operating member is stored in the storage area, by not synchronizing the steering angle of the steering wheel of the vehicle traveling in the automatic driving mode with the rotational position of the operating member, damage or abnormal noise of the operating member or the like due to interference with other members is suppressed. However, in this case, when the operating member stored in the storage area is advanced to the normal position to start or resume the manual driving mode, the rotational position of the operating member at that time is likely to be inconsistent with the steering angle of the steered wheel at that time. Therefore, the driver who operates the operating member that advances to the normal position may feel uncomfortable operating the operating member. By performing the synchronization control, that is, the control of adjusting the operating member advanced to the normal position to the rotational position corresponding to the steering angle of the steered wheel, it is possible to reduce the sense of discomfort when the driver starts operating the operating member. However, in this case, the driver who intends to manually drive the vehicle needs to wait a long time.
The present invention provides a steering system capable of increasing a space in front of a driver and effectively switching to manual driving.
One aspect of the invention relates to a steering system configured to steer a vehicle. The steering system includes: a rotation shaft to which the operation member is coupled; a first actuator configured to apply a driving force for rotating the rotating shaft to the rotating shaft; a second actuator configured to apply a driving force for steering to a steering wheel that is not mechanically coupled to the rotation shaft, the steering wheel being included in the vehicle; a control unit configured to control an operation of the steering system; and a moving unit configured to move the operating member between a normal position, which is a position at which the operating member is operated by the driver, and a storage area located in front of the normal position. The control unit is configured to switch between a manual driving mode and an automatic driving mode. The manual driving mode is a mode in which the control unit drives the second actuator based on an operation of the operating member by the driver when the operating member is not in the storage region, and the automatic driving mode is a mode in which the control unit drives the second actuator based on an instruction that is not dependent on the operation of the operating member by the driver. The control unit is configured to: when the operating member satisfies a predetermined condition before the operating member reaches the normal position while the operating member is moved from the storage area to the normal position, the control unit starts the synchronization control. The synchronous control is control in which the control unit controls the first actuator to change the rotation angle of the rotation shaft to an angle corresponding to the steering angle of the steering wheel driven by the second actuator.
According to the above aspect of the present invention, there is provided a steering system that can increase a space in front of a driver and can be effectively switched to manual driving.
Drawings
Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals denote like elements, and in which:
FIG. 1 illustrates a schematic configuration of a steering system according to an embodiment;
Fig. 2 is a perspective view illustrating an appearance of a steering mechanism unit included in the steering system according to the embodiment;
FIG. 3 is a block diagram illustrating a functional configuration of a steering system according to an embodiment;
fig. 4 illustrates an operation performed when an operation member in the steering system according to the embodiment is retracted;
Fig. 5A illustrates an example of a rotational position of the operating member when the operating member according to the embodiment is in a normal position;
Fig. 5B illustrates an example of a rotational position of an operating member when the operating member is stored in a storage area according to an embodiment;
Fig. 5C illustrates an example of a posture of the operation member when the operation member according to the embodiment is stored in the storage area;
fig. 6A illustrates an operation member according to an embodiment, where the rotational position of the operation member does not correspond to the steering angle of the steering wheel;
Fig. 6B illustrates an operation member when the rotational position of the operation member corresponds to the steering angle of the steering wheel according to the embodiment;
FIG. 7 is a flow chart illustrating a basic operational flow of a steering system according to an embodiment;
Fig. 8 illustrates a first example of a position where synchronous control starts in the steering system according to the embodiment; and
Fig. 9 illustrates a second example of a position where synchronous control starts in the steering system according to the embodiment.
Detailed Description
An embodiment of a steering system according to the present invention will be specifically described with reference to the accompanying drawings. The embodiments described below illustrate general or specific examples. The numerical values, shapes, materials, components, positions and connections of components, steps, order of steps, and the like shown in the following embodiments are merely examples, and are not intended to limit the present invention.
The drawings are schematic diagrams in which components are appropriately emphasized, omitted, or scaled for illustrating the present invention, and the shapes, positional relationships, and proportions in the drawings may be different from actual shapes, positional relationships, and proportions. In the following embodiments, expressions indicating relative directions or attitudes such as parallel and vertical are sometimes used. These expressions include situations where the relative direction or pose is not exactly the same as the indicated direction or pose. For example, two directions being parallel means not only that the two directions are completely parallel, but also that the two directions are substantially parallel, i.e. the two directions are almost parallel within a difference of e.g. about a few percent.
Description of the embodiments
1. Mechanical configuration of steering system
Fig. 1 illustrates a schematic configuration of a steering system 100 according to an embodiment. Fig. 2 is a perspective view illustrating an appearance of the steering mechanism unit 101 included in the steering system 100 according to the embodiment.
The steering system 100 according to the embodiment is a system mounted on a vehicle that is switchable between a manual driving mode and an automatic driving mode, such as a passenger car, a bus, a truck, construction equipment, or agricultural machinery.
As shown in fig. 1, the steering system 100 includes: a steering mechanism unit 101 including an operation member 110 operated by a driver; and a steering operation mechanism unit 102 that steers the steered wheels 210. The steering system 100 is a so-called steer-by-wire (SBW) system in which, for example, in a manual driving mode, a rotation angle or the like of the operation member 110 is read by a sensor or the like, and the steered wheel 210 is steered by a reciprocating motion of the shaft 230 in a lateral direction of the vehicle (left-right direction in fig. 1) based on a signal from the sensor or the like.
In the steering mechanism unit 101 located upstream in such an operation and process related to steering of the vehicle, the rotation shaft 112 is coupled to the operation member 110, and the rotation shaft 112 is configured to receive the rotational driving force of the first actuator 151. When the driver operates the operation member 110, the operation member 110 receives a reaction force of the rotational driving force of the first actuator 151. The rotational driving force of the first actuator 151 also serves to synchronize the rotational position of the operating member 110 with the steering angle of the steering wheel 210. An example of operation control using the first actuator 151 will be described below with reference to fig. 7 and the like.
In the steering operation mechanism unit 102 located downstream of the steering mechanism unit 101, when the shaft 230 moves in the lateral direction (width direction) of the vehicle (i.e., left-right direction in fig. 1), the steered wheel 210 connected to the shaft 230 through the tie rod 211 is steered. Specifically, in the manual driving mode, the second actuator 250 operates based on a signal indicating the rotation angle or the like of the operation member 110 sent from the steering mechanism unit 101. As a result, the axle 230 moves in the lateral direction of the vehicle, and the steered wheel 210 is correspondingly steered. That is, the steered wheel 210 is steered according to the operation of the operation member 110. In the automatic driving mode, the second actuator 250 operates based on a signal or the like transmitted from a computer (not shown) for automatic driving mounted on the vehicle. Accordingly, the steered wheel 210 is steered independently of the operation of the operating member 110.
More specifically, in the steering system 100 configured as described above, as shown in fig. 2, the steering mechanism unit 101 includes a support member 115 that supports the operating member 110 and a rotation mechanism unit 130. In the present embodiment, the operation member 110 is a member corresponding to a rim of a steering wheel, for example, and the support member 115 is a member corresponding to a spoke of the steering wheel.
When the driver performs an operation, the operation member 110 rotates about the steering axis Aa (an imaginary axis extending in the longitudinal direction of the vehicle, which in the present embodiment extends parallel to the X-axis), and the rotation shaft 112 coupled to the operation member 110 also rotates about the steering axis Aa accordingly. In the manual driving mode, one or more steering wheels 210 of the vehicle are steered as described above based on the rotation amount or the like.
The operating member 110 is supported by a support member 115 extending from the rotation mechanism unit 130. For example, when the steered wheel 210 is in the neutral state, that is, when the steered wheel 210 is in the straight state in which the steered wheel 210 faces the straight direction, the support members 115 are respectively located on both sides of the rotation mechanism unit 130 in the vehicle transverse direction (Y-axis direction in the present embodiment). When the operating member 110 rotates about the rotational axis Aa, the rotation mechanism unit 130 also rotates about the rotational axis Aa accordingly. The rotation shaft 112, one end of which is fixed to the rotation mechanism unit 130, also rotates with the rotation of the operation member 110. That is, in the present embodiment, the rotation shaft 112 is coupled to the operation member 110 via the rotation mechanism unit 130.
In the present embodiment, the airbag housing unit 120 is fixed to the driver side (X-axis positive side) of the rotation mechanism unit 130. The airbag housing unit 120 is located at the center of the operating member 110 when the operating member 110 is viewed from the driver side. The airbag housing unit 120 houses the airbag therein in such a manner that the airbag can be deployed. In the event of a vehicle collision, for example, the airbag deploys by breaking the airbag housing unit 120.
The rotation mechanism unit 130 is a device that rotates the support member 115 about a rotation axis (transverse axis Ab) extending in the transverse direction of the vehicle. The rotation mechanism unit 130 includes a rotation motor 131 configured to rotate the support member 115 and the like. When the support member 115 rotates about the transverse axis Ab by the driving force of the rotation mechanism unit 130, the operation member 110 supported by the support member 115 also rotates about the transverse axis Ab accordingly.
The operating member 110 is rotated by the rotation mechanism unit 130, which rotation is performed together with an operation of advancing or retracting the operating member 110. For example, when the operation mode of the steering system 100 is switched from the manual driving mode to the automatic driving mode, the operation member 110 is stored in a storage area in an instrument panel in front of the driver seat. At this time, the operating member 110 is folded parallel to the steering axis Aa. When the operation mode of the steering system 100 is switched from the automatic driving mode to the manual driving mode, the operation member 110 returns to its normal position. At this time, the operating member 110 rotates about the lateral axis Ab to a posture perpendicular to the steering axis Aa. The operation of the operation member 110 advancing from and retracting into the storage area will be described later with reference to fig. 4 and the like.
As shown in fig. 2, the steering system 100 according to the embodiment further includes a switch holding unit 140 and a reaction force generating device 150 provided on the front side (X-axis negative side) of the rotation mechanism unit 130. The switch holding unit 140 is a member that holds a switch or the like configured to operate a turn signal, and the switch holding unit 140 is connected to a turn signal lever or the like (not shown) operated by a driver.
The reaction force generating device 150 is a device that applies torque to the operating member 110 against the force from the driver when the driver operates the operating member 110 for steering. The reaction force generating device 150 includes a first actuator 151 and the like. The reaction force generating device 150 is a device that reproduces, as a reaction force, a force applied to an operating member during driving of a conventional vehicle in which a tire (wheel) is mechanically connected to the operating member, for example. That is, in this embodiment, one end of the rotation shaft 112 is fixed to the rotation mechanism unit 130, and the other end of the rotation shaft 112 inserted through the switch holding unit 140 is connected to the reaction force generating device 150. The reaction force generating device 150 applies a reaction force to the operation member 110 via the rotation shaft 112. The reaction force generating device 150 may also control the rotational position of the operating member 110 about the steering axis Aa. Specifically, for example, in a case where the operating member 110 is stored in the storage area when the operation mode of the steering system 100 is switched to the automatic driving mode or when the vehicle is stopped, the operating member 110 is operated to the neutral rotation position in which the steered wheel 210 is in the straight state. At this time, the first actuator 151 is used to rotate and drive the operating member 110. When the operation member 110 advances from the storage area to the normal position, the synchronization control is performed. In the synchronous control, the rotational position of the operating member 110 is controlled to a rotational position corresponding to the steering angle of the steered wheel 210 at that time. During this synchronization control, the first actuator 151 is used to rotate and drive the operating member 110. An example of the operation of the steering system 100 during synchronous control will be described later with reference to fig. 6A to 9.
The steering system 100 further includes a mechanism that changes the position of an integrated mechanism unit composed of the operating member 110, the support member 115, the rotation mechanism unit 130, the switch holding unit 140, and the reaction force generating device 150. The distance between the operating member 110 and the driver can thus be changed.
Specifically, as shown in fig. 2, the steering system 100 includes a moving unit 170, and the moving unit 170 moves an integrated mechanism unit including the operating member 110 in a longitudinal direction (front-rear direction). In the present embodiment, the moving unit 170 is a device that moves the operation member 110 or the like by a slide mechanism. Specifically, the integrated mechanism unit including the operation member 110 is supported by the base guide 161 via the movable body 162, and the movable body 162 is slidably held by the base guide 161. The base guide 161 is fixed to the vehicle via, for example, a bracket not shown. As shown in fig. 2, a slide driving shaft 173 is fixed to the base guide 161, and the body of the moving unit 170 including the motor 172 for sliding is moved along the slide driving shaft 173 by the driving force of the motor 172 for sliding of the moving unit 170. Thus, the movable body 162 coupled to the body of the moving unit 170 moves in the longitudinal direction along the base guide 161. Thus, the operating member 110, the rotation mechanism unit 130, and the like move in the longitudinal direction. The steering system 100 may include a tilting mechanism unit that changes tilting of an integrated mechanism unit including the operating member 110.
2-1 Basic functional configuration and operation of steering systems
The basic functional configuration and operation of the steering system 100 configured as described above will be described with reference to fig. 3 to 5C. Fig. 3 is a block diagram illustrating a functional configuration of the steering system 100 according to the embodiment. Fig. 4 illustrates a retracting operation of the operating member 110 in the steering system 100 according to the embodiment. Fig. 5A illustrates an example of a rotational position of the operating member 110 when the operating member 110 according to the embodiment is at the normal position Pa. Fig. 5B illustrates an example of a rotational position of the operating member 110 when the operating member 110 according to the embodiment is retracted. Fig. 5C illustrates an example of the posture of the operating member 110 when the operating member 110 according to the embodiment is stored in the storage area 410.
In fig. 4 and fig. 5A to 5C, only the operating member 110 and the members of the steering system 100 located around the operating member 110 are illustrated to better understand the behavior of the operating member 110. In fig. 4, the dashboard 400 is shown in a simple cross-section to illustrate the storage area 410. The supplementary explanation with respect to fig. 4 and 5A to 5C is also applicable to fig. 6A, 6B, 8 and 9, which will be described later.
As shown in fig. 3, the steering system 100 includes a first actuator 151, a second actuator 250, a control unit 190, and a moving unit 170. As described above, the first actuator 151 is a device that applies a rotational driving force to the rotation shaft 112 (see fig. 1), and the second actuator 250 is a device that applies a driving force for steering to the steered wheel 210 (see fig. 1). As shown in fig. 4, the moving unit 170 is a device that moves the operation member 110 between a normal position Pa, which is a position where the operation member 110 is operated by the driver, and a storage area 410 located in front of the normal position Pa.
The control unit 190 is a device that controls the operation of the steering system 100. Specifically, the control unit 190 may switch the operation mode of the steering system 100 from one of the automatic driving mode and the manual driving mode to the other. For example, when the operation mode of the steering system 100 is switched from the automatic driving mode to the manual driving mode, the control unit 190 controls the moving unit 170 to advance the operating member 110 stored in the storage area 410 to the normal position Pa shown in fig. 4. When the operation mode of the steering system 100 is switched from the manual driving mode to the automatic driving mode, the control unit 190 controls the moving unit 170 to store the operating member 110 located at the normal position Pa in the storage area 410 shown in fig. 4. For example, the control unit 190 may perform an operation of advancing or retracting the operation member 110 in accordance with an advance or retract instruction of the driver transmitted due to, for example, a switching operation performed by the driver. The control unit 190 may perform an operation of advancing or retracting the operation member 110 when the following two conditions are satisfied. The two conditions include a condition that the control unit 190 switches the operation mode of the steering system 100 from one of the automatic driving mode and the manual driving mode to the other, and a condition that the control unit 190 receives a forward or reverse instruction from the driver. The position Pa does not generally have to be a fixed position and may be changed according to, for example, the preference of the driver.
The control unit 190 is implemented by a computer including, for example, a Central Processing Unit (CPU), a storage device such as a memory, an interface for inputting and outputting information, and the like. The control unit 190 may perform operation control of the steering system 100 according to a control signal transmitted from the main control unit 300 or the like, a sensor detection result, or the like in the vehicle by executing a predetermined program stored in the storage device, for example, by the CPU.
As described above, when the vehicle including the steering system 100 travels by autopilot, the operating member 110 is stored in the storage area 410. Therefore, the space in front of the driver increases. When the manual driving is started in the vehicle or when the manual driving is restarted, that is, when the vehicle is switched to the manual driving, the operation member 110 is advanced to the normal position Pa. The driver can thus operate the operation member 110 to drive the vehicle.
In the embodiment, the storage area 410 is located inside the instrument panel 400 as an example of a vehicle component. The instrument panel 400 has an opening 405 in a front surface thereof, and the operating member 110 advances from the storage area 410 through the opening 405 and retracts into the storage area 410. For example, as shown in fig. 5A, the opening 405 is insufficient in size to allow the operating member 110 and the group of members that move together with the operating member 110, such as the rotation mechanism unit 130, to advance from the storage area 410 and retract into the storage area 410 when they remain in the same posture as during manual driving. Accordingly, as shown in fig. 4, the control unit 190 controls the rotation mechanism unit 130 to rotate the support member 115 about the lateral axis Ab to fold the operation member 110. Specifically, the operating member 110 is rotated to a posture parallel to the steering axis Aa.
At this time, for example, in the case where the rotational position of the operation member 110 is not the neutral rotational position as shown in fig. 5A, even when the operation member 110 is folded, the group of members including the operation member 110 cannot pass through the opening 405. Accordingly, when the operating member 110 is stored in the storage area 410, the control unit 190 rotates the operating member 110 about the steering axis Aa to change the rotational position of the operating member 110 to the neutral rotational position as shown in fig. 5B. Specifically, the control unit 190 controls the first actuator 151 to rotate the rotation shaft 112 such that the rotational position of the operating member 110 matches the neutral rotational position. The control unit 190 may always acquire the rotation angle of the rotation shaft 112 using, for example, the encoder value of the motor of the first actuator 151. Thus, the control unit 190 can always acquire the rotational position of the operating member 110.
The control unit 190 changes the rotational position of the operating member 110 to the neutral rotational position as shown in fig. 5B, and controls the rotation mechanism unit 130 to fold the operating member 110 as shown in fig. 5C. The control unit 190 also controls the moving unit 170 to store the operating member 110 in the storage area 410 as shown in fig. 4. When the operating member 110 is returned from the storage area 410 to the normal position Pa, the control unit 190 controls the rotation mechanism unit 130 to move the operating member 110 to a posture perpendicular to the steering axis Aa as shown in fig. 4 and 5B. Hereinafter, returning the folded operation member 110 (in a posture parallel to the steering axis Aa) to a posture perpendicular to the steering axis Aa is referred to as "unfolding operation member 110".
When the operation member 110 is stored in the storage area 410, the rotational position of the operation member 110 is fixed to avoid interference with the inner wall or the like of the storage area 410. Specifically, the control unit 190 controls the first actuator 151 to control the rotation angle of the rotation shaft 112 coupled to the operation member 110 to hold the member group including the operation member 110 in its posture shown in fig. 4. This reduces the rotation of the operating member 110 about the steering axis Aa due to, for example, vibrations during running, and as a result, damage and abnormal noise due to interference of the group of members including the operating member 110 with the inner wall or the like of the storage area 410 are suppressed. Further, for example, it is possible to avoid a situation in which a load is caused on the first actuator 151 due to the first actuator 151 being operated in a state in which the operation member 110 is not rotatable.
When the operating member 110 advances from the storage area 410 toward the normal position Pa, the rotation angle of the rotation shaft 112 is fixed to the rotation angle at which the operating member 110 is stored in the storage area 410, so that the operating member 110 passes through the opening 405. Therefore, when the operating member 110 is returned from the storage area 410 to the normal position Pa and is unfolded, the rotational position of the operating member 110 may not correspond to the steering angle of the steered wheel 210. Specifically, there may be a case where the rotational position of the operating member 110 that has returned to the normal position Pa and expanded is, for example, the neutral rotational position shown in fig. 5B, although the rotational position of the operating member 110 corresponding to the steering angle of the steered wheel 210 at this time is the rotational position shown in fig. 5A. Therefore, synchronous control is required to make the rotational position of the operating member 110 correspond to the steering angle of the steered wheel 210. As described above, the rotational position of the operating member 110 (the rotational angle of the rotational shaft 112) is fixed when the operating member 110 is stored in the storage area 410. Therefore, it is necessary to perform the synchronization control after the operating member 110 leaves the storage area 410. A specific example of this synchronization control will be described with reference to fig. 6A to 9.
2-2. Concrete examples of synchronous control
Fig. 6A illustrates the operating member 110 according to the embodiment in which the rotational position does not correspond to the steering angle of the steering wheel 210. Fig. 6B illustrates the operating member 110 according to the embodiment with the rotational position corresponding to the steering angle of the steering wheel 210.
It is assumed here that, for example, as shown in fig. 6A, the steering angle of the steering wheel 210 with respect to the straight-ahead direction is θ (+.0°) when the operation member 110 advancing through the opening 405 to the outside of the storage region 410 is deployed. In this case, the steered wheel 210 does not face the straight direction, but the operating member 110 is in the neutral rotational position, that is, the rotational position corresponding to the steered wheel 210 when facing the straight direction. Accordingly, the control unit 190 controls the first actuator 151 to change the rotation angle of the rotation shaft 112. In this way, the control unit 190 changes the rotational position of the operating member 110 to a rotational position corresponding to the steering angle θ, as shown in fig. 6B. The rotational position of the operating member 110 shown in fig. 6B is counterclockwise rotation of the operating member 110 relative to the neutral rotational positionIs a position of (c). That is, in the synchronous control of this example, the rotation shaft 112 is rotated counterclockwise by the first actuator 151In this way, the control unit 190 performs synchronization control by changing the rotation angle of the rotation shaft 112 to an angle corresponding to the steering angle of the steering wheel 210 driven by the second actuator 250. When the synchronization control is started while the vehicle is traveling in the automatic driving mode, the synchronization control continues until the operation of the operating member 110 is detected by the driver. That is, during the automatic driving mode, the rotational position of the operating member 110 is changed according to the change in the steering angle of the steering wheel 210. Thus, a driver who intends to manually drive the vehicle can start manual driving without a sense of discomfort. The control unit 190 may disable the operation member 110 from being operated by the driver until the synchronization control is completed. That is, the control unit 190 may keep the state in which the operation of the operating member 110 by the driver is not accepted (keep the operating member disabled) until the synchronization control is completed.
The control unit 190 may perform synchronization control after the movement of the operating member 110 to the normal position Pa is completed. In this case, the driver needs to wait for completion of the movement of the operating member 110 to the normal position Pa and completion of the subsequent synchronization control. When the operating member 110 reaches the normal position Pa, the driver may grasp the operating member 110. In this case, for example, the start of the synchronization control may be delayed.
Thus, the steering system 100 according to the embodiment performs the operation shown in fig. 7, for example. Fig. 7 is a flowchart illustrating a basic operation flow of the steering system 100 according to the embodiment. As shown in fig. 7, the control unit 190 operates the mobile unit 170 based on, for example, a predetermined operation performed by the driver or an instruction from the main control unit 300 (hereinafter referred to as "predetermined operation or the like"). Thus, the operation member 110 starts to move (advance) backward (S12). Thereafter, when the predetermined condition is satisfied in this period until the operating member 110 reaches the normal position Pa (yes in S20), the control unit 190 starts the synchronization control (S40). In other words, when the operating member 110 is located at the intermediate position, that is, after the operating member 110 advances to the outside of the storage area 410 and before the operating member 110 reaches the normal position Pa, the synchronization control is started.
As described above, the steering system 100 according to the present embodiment includes: the rotation shaft 112, the first actuator 151, the second actuator 250, the control unit 190, and the moving unit 170 to which the operation member 110 is coupled. The first actuator 151 applies a driving force for rotating the rotation shaft 112 to the rotation shaft 112. The second actuator 250 applies a driving force for steering to the steered wheels 210 that are not mechanically coupled to the rotation shaft 112, the steered wheels 210 being included in the vehicle. The control unit 190 controls the operation of the steering system 100. The moving unit 170 moves the operation member 110 between a normal position Pa, which is a position where the driver operates the operation member 110, and a storage area 410 located in front of the normal position Pa. The control unit 190 may switch the operation mode of the steering system 100 between the manual driving mode and the automatic driving mode. The manual driving mode is an operation mode in which the control unit 190 drives the second actuator 250 based on the operation of the operating member 110 by the driver when the operating member 110 is not in the storage area 410. The automatic driving mode is an operation mode in which the control unit 190 drives the second actuator 250 based on an instruction generated independently of the operation of the operating member 110 by the driver. In the case where the operating member 110 moves from the storage area 410 to the normal position Pa, the control unit 190 starts the synchronization control when the operating member 110 satisfies a predetermined condition before the operating member 110 reaches the normal position Pa. In the synchronous control, the control unit 190 controls the first actuator 151 to change the rotation angle of the rotation shaft 112 to an angle corresponding to the steering angle of the steering wheel 210 driven by the second actuator 250.
According to this configuration, when the vehicle including the steering system 100 is switched to manual driving, the synchronization control is started when the operating member 110 that is advanced outside the storage area 410 satisfies a certain condition before it reaches the normal position Pa. In other words, when the automatic driving mode is switched to the manual driving mode during the forward travel of the vehicle or when the manual driving mode is started when the stopped vehicle starts moving, the synchronization control starts before the operating member 110 reaches the normal position Pa when the operating member 110 advances to the normal position Pa. Thus, for example, the synchronization control may also be completed before the operating member 110 reaches the normal position Pa. Therefore, the driver can operate the operation member 110 without any uncomfortable feeling immediately after or when the operation member 110 reaches the normal position Pa and start the manual driving. As described above, with the steering system 100 of the present embodiment, the space in front of the driver can be increased, and the vehicle can be efficiently switched to manual driving.
2-3 Specific examples of the predetermined conditions for initiating the synchronization control
As described above, when the operation member 110 satisfies the predetermined condition, the control unit 190 starts the synchronization control. Examples of the predetermined condition include a condition related to the position or posture of the operation member 110. Specific examples of the predetermined condition will be described with reference to fig. 8 and 9. Fig. 8 illustrates a first example of a position where synchronous control starts in the steering system 100 according to the embodiment. Fig. 9 illustrates a second example of a position where synchronous control starts in the steering system 100 according to the embodiment.
As shown in fig. 8, in the steering system 100 according to the embodiment, the control unit 190 may start the synchronization control at the timing when the operating member 110 reaches the predetermined position Pb. The timing when the operating member 110 reaches the predetermined position Pb is the timing when the operating member 110 satisfies the predetermined condition. That is, in this case, the predetermined condition is a condition that the operating member 110 reaches the predetermined position Pb.
Specifically, the control unit 190 may detect the relative position of the operation member 110 with respect to the reference position, for example, by using the encoder value of the motor 172 for sliding of the moving unit 170 or by analyzing the captured image of the operation member 110. The position of the operating member 110 does not have to be detected by the control unit 190. For example, the position detecting unit that acquires the encoder value of the motor 172 for sliding and outputs the relative position of the operating member 110 may be implemented by a dedicated device having a sensor or the like.
According to this configuration, the control unit 190 can determine whether the control unit 190 should start synchronous control of the rotational position of the operating member 110 by using a relatively easily obtained (calculated) value, that is, the longitudinal position of the operating member 110 (i.e., the position of the operating member 110 in the front-rear direction). Further, for example, based on the longest time required for the synchronization control and the speed at which the operating member 110 moves while advancing, the control unit 190 may calculate in advance a predetermined position Pb as the position at which the synchronization control starts, so that the synchronization control is completed before the operating part 110 reaches the normal position Pa. That is, the control unit 190 can efficiently switch the vehicle to manual driving through relatively easy information processing.
It is not necessary to determine whether the operating member 110 has reached the predetermined position Pb by making a comparison between the position of the operating member 110 itself and the predetermined position Pb. For example, whether the operating member 110 has reached the predetermined position Pb may be determined by comparing between the position of another member, such as the rotation shaft 112 or the rotation mechanism unit 130, that moves together with the operating member 110 and the predetermined position of the other member corresponding to the predetermined position Pb.
As shown in fig. 9, in the steering system 100 according to the embodiment, the control unit 190 may start the synchronization control at the timing when the rotational position of the operating member 110 about the lateral axis Ab (see fig. 2) reaches the predetermined rotational position. The timing when the rotational position of the operating member 110 about the transverse axis Ab reaches the predetermined rotational position is the timing when the operating member 110 satisfies the predetermined condition. That is, in this case, the predetermined condition is a condition that the rotational position of the operating member 110 about the transverse axis Ab reaches a predetermined rotational position.
Specifically, the control unit 190 may detect the rotational position of the operation member 110 about the transverse axis Ab, for example, by using the encoder value of the motor 131 for rotation of the rotation mechanism unit 130 or by analyzing the captured image of the operation member 110. The rotational position of the operating member 110 about the transverse axis Ab does not have to be detected by the control unit 190. For example, the rotational position detecting unit that acquires the encoder value of the motor 131 for rotation and outputs the rotational position of the operating member 110 about the transverse axis Ab may be realized by a dedicated device having a sensor or the like.
In the present embodiment, as described above, when the operating member 110 stored in the storage area 410 is moved to the normal position Pa, control of expanding the folded operating member 110 is performed. Specifically, the control unit 190 controls the rotation mechanism unit 130 when the operating member 110 advanced to the outside of the storage area 410 through the opening 405 is at a position that does not interfere with, for example, the instrument panel 400. In this way, the control unit 190 starts the deployment of the operation member 110, and then completes the deployment. The position of the operating member 110 at the time of deployment completion is a predetermined position Pc located forward of the normal position Pa. That is, the steering system 100 can complete the deployment of the operating member 110 before the operating member 110 reaches the normal position Pa.
In the steering system 100 according to the embodiment, for example, the synchronization control may be started when the deployment of the operation member 110 is completed. That is, once the operation member 110 is pushed out of the storage area 410 and the deployment of the operation member 110 is completed, the operation member 110 does not interfere with another member such as the instrument panel 400 even when the operation member 110 rotates about the rotation axis Aa. Accordingly, the control unit 190 can reliably and efficiently perform the synchronization control.
The control unit 190 may perform synchronization control when the rotational position of the operating member 110 about the transverse axis Ab reaches a predetermined rotational position before the deployment of the operating member 110 is completed. For example, the predetermined rotational position may be a position immediately after the deployment of the operation member 110 is started. Based on the maximum time required for the synchronization control and the speed at which the operation member 110 is deployed, the predetermined rotational position may be determined such that the synchronization control is completed before the deployment of the operation member 110 is completed. In this case, for example, the synchronization control may be completed at or before the completion of the deployment of the operation member 110. The driver can thus start manual driving based on a simple criterion that is easily seen visually, i.e., when the deployment of the operation member 110 is completed.
It is not necessary to determine whether the rotational position of the operating member 110 has reached the predetermined rotational position by comparing the rotational position of the operating member 110 itself about the transverse axis Ab with the predetermined rotational position. For example, whether the rotational position of the operating member 110 about the transverse axis Ab has reached the predetermined rotational position may be determined by comparing the rotational position of another member, such as the support member 115, about the transverse axis Ab that rotates with the operating member 110 with the predetermined position of the other member.
As described above, the steering system 100 according to the embodiment includes the first actuator 151, and the first actuator 151 serves as a rotation fixing unit that fixes the rotational position of the operating member 110 to a predetermined rotational position. The control unit 190 may start the synchronization control at a timing when the first actuator 151 stops fixing the rotational position of the operation member 110 (the rotational angle of the rotation shaft 112). The timing at which the first actuator 151 stops fixing the rotational position of the operating member 110 (i.e., the rotational angle of the rotational shaft 112) is the timing at which the operating member 110 satisfies a predetermined condition. In this case, the predetermined condition is a condition that the first actuator 151 stops fixing the rotational position of the operation member 110 (i.e., the rotational angle of the rotation shaft 112). That is, the control unit 190 may operate the first actuator 151 as a rotation fixing unit by performing fixing control, that is, by controlling the first actuator 151 such that the rotational position of the operating member 110 matches a predetermined rotational position. In this case, the control unit 190 may stop fixing the rotational position by completing the fixing control.
Specifically, when the operation member 110 rotates about the steering axis Aa, other members such as the rotation mechanism unit 130 and the switch holding unit 140 are rotated in addition to the operation member 110. The group of members including the operating member 110 is not circular as viewed in the direction of the steering axis Aa. Therefore, while in the storage area 410, the group of members does not interfere with the instrument panel 400 with the rotational position of the operating member 110 fixed. However, when the rotational position of the operating member 110 is changed while in the storage area 410, the group of members may interfere with the instrument panel 400.
For example, when the entire component group including the operating member 110 has passed through the opening 405 of the instrument panel 400 to the outside of the storage area 410, the control unit 190 thus stops fixing the rotational position of the operating member 110. As a result, even when the group of members including the operation member 110 rotates about the steering axis Aa after the control unit 190 stops fixing the rotational position, the group of members does not interfere with other members such as the instrument panel 400. That is, the control unit 190 stops fixing the rotational position of the operation member 110 (stops fixing the rotational angle of the rotation shaft 112) and starts the synchronization control. In this way, the control unit 190 can reliably and efficiently perform the synchronization control without causing interference of the operating member 110 with other members such as the instrument panel 400.
The first actuator 151 does not necessarily have to function as a rotation fixing unit. The steering system 100 may include, for example, a locking mechanism unit that moves a member engaged with the rotation shaft 112 in the circumferential direction according to control performed by the control unit 190. In this case, the locking mechanism unit can have a function of a rotation fixing unit for fixing and stopping the rotation angle of the rotation shaft 112.
Other embodiments
The steering system according to the present invention is described above based on the embodiments. However, the present invention is not limited to the above embodiments. Various modifications of the above-described embodiments, as well as forms of use of any combination of two or more of the above-described components, which can be made by those skilled in the art without departing from the scope of the invention, are within the scope of the invention.
For example, the steering system 100 does not necessarily include the rotation mechanism unit 130. In other words, advancing and retracting the operating member 110 does not necessarily involve rotation of the operating member 110 about the lateral axis Ab extending in the lateral direction of the vehicle. The operating member 110 may also be stored in a storage area 410 formed in the instrument panel 400, for example, in front of the driver's seat. In this case, a storage area 410 (opening 405) formed in the instrument panel 400, for example, in front of the driver seat has a shape or size corresponding to that of the operation member 110, so that the operation member 110 can be stored in the storage area 410 while maintaining the same posture as during manual driving. When the operation member 110 is stored in the storage area 410, a member that supports the operation member 110 and is non-circular as viewed in the direction of the steering axis Aa may also be stored in the storage area 410. Further, the operating member 110 may not be exactly circular but non-circular when viewed from the direction of the steering axis Aa. In these cases, the rotational position of the operating member 110 at the time of storage is restricted. Therefore, the rotational position of the operating member 110 at the point when the operating member 110 advances from the storage area 410 may not match the steering angle of the steering wheel 210 at that time. Therefore, also in this case, when the operating member 110 advances to the normal position Pa, the rotational position of the operating member 110 needs to be synchronously controlled. Regardless of the presence or absence of the rotation mechanism unit 130, the synchronization control is started before the operating member 110 reaches the normal position Pa, and thus is useful for efficient switching to manual driving. Further, the storage area 410 (opening 405) is not necessarily formed in a size and shape capable of storing a non-circular member whose rotational position about the steering axis Aa is not determined. Thus, the storage area 410 (opening 405) can be made relatively small.
The functions of the control unit 190 to control the steering mechanism unit 101 including the first actuator 151 and the like, and the functions of the control unit 190 to control the steering operation mechanism unit 102 including the second actuator 250 and the like may be implemented by separate computers. That is, the control unit 190 according to the embodiment may be implemented by a first control unit that controls the steering mechanism unit 101, a second control unit that controls the steering operation mechanism unit 102, and a main control unit that controls the first control unit and the second control unit. The first control unit may have a function of controlling the second control unit. That is, the control unit 190 according to the embodiment may be implemented by a first control unit and a second control unit. The configuration of hardware and software for controlling the steering system 100 is not particularly limited, and the arrangement thereof is also not particularly limited.
The mechanism configured to move the operating member 110 in the longitudinal direction does not have to be a slide mechanism. For example, the operating member 110 may be moved between the storage area and the normal position Pa by folding and unfolding an arm having one or more joints integrally supporting a mechanism unit including the operating member 110 and the like.
For example, shutters that automatically open and close when the operating member 110 advances and retreats may be provided in the openings 405 that are the entrance and exit to and from the storage area 410. In this case, the operating member 110 may be completely hidden during, for example, automatic driving, and the shutter may be used as a part of a wall forming the cabin. By storing the operating member 110 in the storage area 410 when the vehicle is stopped, the operating member 110 is shielded by the shutter, thereby improving the antitheft effect of the vehicle.
The operating member 110 does not necessarily have to have an annular shape as shown in fig. 1. For example, the operating member 110 may have a U-shape or H-shape or the like lacking a portion of its upper and/or lower ends in fig. 2. That is, the shape and size of the operation member 110 are not particularly limited as long as the driver can hold the operation member 110 in a state in which he or she can drive the vehicle in the manual driving mode.
The present invention can be used as a steering system capable of increasing a driver's front space and efficiently switching to manual driving. Accordingly, the present invention is applicable to vehicles including wheels, continuous tracks, and the like, such as passenger cars, buses, trucks, agricultural machinery, and construction equipment, which can be driven manually and autonomously.

Claims (5)

1.一种构造为使车辆转向的转向系统，所述转向系统的特征在于，包括：1. A steering system configured to steer a vehicle, the steering system comprising: 旋转轴(112)，操作构件(110)联接至所述旋转轴(112)；a rotating shaft (112) to which the operating member (110) is coupled; 第一致动器(151)，所述第一致动器(151)构造为向所述旋转轴(112)施加用于使所述旋转轴(112)旋转的驱动力；a first actuator (151), the first actuator (151) being configured to apply a driving force to the rotating shaft (112) for rotating the rotating shaft (112); 第二致动器(250)，所述第二致动器(250)构造为向未机械地联接至所述旋转轴(112)的转向轮(210)施加用于转向的驱动力，所述转向轮(210)包括在所述车辆中；a second actuator (250) configured to apply a driving force for steering to a steering wheel (210) that is not mechanically coupled to the rotating shaft (112), the steering wheel (210) being included in the vehicle; 控制单元(190)，所述控制单元(190)配置为控制所述转向系统的操作；以及a control unit (190) configured to control the operation of the steering system; and 移动单元(170)，所述移动单元(170)构造为使所述操作构件(110)在通常位置与位于所述通常位置前方的储存区域(410)之间移动，所述通常位置为由驾驶员操作所述操作构件(110)的位置，a moving unit (170) configured to move the operating member (110) between a normal position and a storage area (410) located in front of the normal position, the normal position being a position where the operating member (110) is operated by a driver, 其中，所述控制单元(190)配置为在手动驾驶模式与自动驾驶模式之间切换，所述手动驾驶模式是其中所述控制单元(190)基于在所述操作构件(110)不处于所述储存区域(410)中时由所述驾驶员对所述操作构件(110)的操作来驱动所述第二致动器(250)的模式，并且所述自动驾驶模式是其中所述控制单元(190)基于不依赖于由所述驾驶员对所述操作构件(110)的操作而产生的指令来驱动所述第二致动器(250)的模式，以及wherein the control unit (190) is configured to switch between a manual driving mode and an automatic driving mode, the manual driving mode being a mode in which the control unit (190) drives the second actuator (250) based on an operation of the operating member (110) by the driver when the operating member (110) is not in the storage area (410), and the automatic driving mode being a mode in which the control unit (190) drives the second actuator (250) based on an instruction that is not dependent on an operation of the operating member (110) by the driver, and 其中，所述控制单元(190)配置为：在所述操作构件(110)从所述储存区域(410)向所述通常位置移动时，在所述操作构件(110)到达所述通常位置之前，当所述操作构件(110)满足预定条件时，所述控制单元(190)开始同步控制，所述同步控制为其中所述控制单元(190)控制所述第一致动器(151)将所述旋转轴(112)的旋转角改变为与由所述第二致动器(250)驱动的所述转向轮(210)的转向角对应的角度的控制。Wherein, the control unit (190) is configured as follows: when the operating member (110) moves from the storage area (410) to the normal position, before the operating member (110) reaches the normal position, when the operating member (110) satisfies a predetermined condition, the control unit (190) starts synchronous control, wherein the control unit (190) controls the first actuator (151) to change the rotation angle of the rotating shaft (112) to an angle corresponding to the steering angle of the steering wheel (210) driven by the second actuator (250). 2.根据权利要求1所述的转向系统，其特征在于：2. The steering system according to claim 1, characterized in that: 所述控制单元(190)配置为当所述操作构件(110)到达预定位置的时刻开始所述同步控制；以及The control unit (190) is configured to start the synchronous control when the operating member (110) reaches a predetermined position; and 所述当所述操作构件(110)到达所述预定位置的时刻是当所述操作构件(110)满足所述预定条件的时刻。The time when the operating member (110) reaches the predetermined position is the time when the operating member (110) satisfies the predetermined condition. 3.根据权利要求1所述的转向系统，其特征在于，还包括：3. The steering system according to claim 1, further comprising: 支撑构件(115)，所述支撑构件(115)构造为支撑所述操作构件(110)；以及a supporting member (115) configured to support the operating member (110); and 旋转机构单元(130)，所述旋转机构单元(130)构造为使所述支撑构件(115)绕沿所述车辆的横向方向延伸的横向轴线旋转，a rotating mechanism unit (130) configured to rotate the support member (115) about a transverse axis extending in a transverse direction of the vehicle, 其中，所述控制单元(190)配置为当所述操作构件(110)绕所述横向轴线的旋转位置达到预定旋转位置的时刻开始所述同步控制，以及wherein the control unit (190) is configured to start the synchronous control when the rotation position of the operating member (110) around the transverse axis reaches a predetermined rotation position, and 其中，所述当所述操作构件(110)绕所述横向轴线的所述旋转位置到达所述预定旋转位置的时刻是当所述操作构件(110)满足所述预定条件的时刻。The time when the rotational position of the operating member (110) around the transverse axis reaches the predetermined rotational position is the time when the operating member (110) satisfies the predetermined condition. 4.根据权利要求1所述的转向系统，其特征在于，还包括：4. The steering system according to claim 1, further comprising: 旋转固定单元，所述旋转固定单元将所述操作构件(110)的旋转位置固定到预定旋转位置，a rotation fixing unit, the rotation fixing unit fixing the rotation position of the operating member (110) to a predetermined rotation position, 其中，所述控制单元(190)配置为当所述旋转固定单元停止固定所述旋转位置的时刻开始所述同步控制，以及The control unit (190) is configured to start the synchronous control when the rotation fixing unit stops fixing the rotation position, and 其中，所述当所述旋转固定单元停止固定所述旋转位置的时刻是当所述操作构件(110)满足所述预定条件的时刻。The time when the rotation fixing unit stops fixing the rotation position is the time when the operating member (110) satisfies the predetermined condition. 5.根据权利要求4所述的转向系统，其特征在于，所述控制单元(190)配置为通过执行固定控制来操作作为所述旋转固定单元的所述第一致动器(151)，并且通过结束所述固定控制来停止固定所述旋转位置，所述固定控制是其中所述控制单元(190)控制所述第一致动器(151)以使所述操作构件(110)的所述旋转位置与所述预定旋转位置相匹配的控制。5. The steering system according to claim 4 is characterized in that the control unit (190) is configured to operate the first actuator (151) as the rotation fixing unit by performing fixing control, and stop fixing the rotation position by ending the fixing control, wherein the fixing control is a control in which the control unit (190) controls the first actuator (151) to make the rotation position of the operating member (110) match the predetermined rotation position.
CN202110037889.0A 2020-01-15 2021-01-12 Steering system Active CN113200085B (en)

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